U.S. patent application number 10/538432 was filed with the patent office on 2007-05-03 for aircraft door arrangement.
This patent application is currently assigned to Eurocopter Deutschland GmbH. Invention is credited to Steffen Kunze, Matthias Sterr, Rainer Suchy, Andreas Wiers.
Application Number | 20070095985 10/538432 |
Document ID | / |
Family ID | 32477585 |
Filed Date | 2007-05-03 |
United States Patent
Application |
20070095985 |
Kind Code |
A1 |
Wiers; Andreas ; et
al. |
May 3, 2007 |
Aircraft door arrangement
Abstract
The invention relates to an aircraft door arrangement,
especially for an aeroplane, said arrangement comprising a door, a
doorframe, a supporting section with a pivotal axis (AD) on the
door side, along which the door is pivotably positioned, and a
pivotal axis (AF) on the frame side, along which the supporting
section (8) is pivotably positioned on the door frame. At least the
pivotal axis (AD) on the door side is defined by two articulations
(G1, G2) which are interspaced in the vertical direction (Y) of the
supporting section (8), at least one (G1; G2) of said articulations
comprising two vertically (Y) interspaced bearings (L1a, L1b). The
inventive door arrangement also comprises a pivotal drive (10)
which is arranged on the door side of the supporting section (8)
and is used to pivot the door, and an output element (12; 14, 16)
which is coupled to the pivotal drive (10) and the door and
transfers an actuating movement of the pivotal drive (10) to the
door. Said aircraft door arrangement is characterised in that one
(L1b) of the two bearings (L1a, L1b) of at least one (G1) of the
articulations (G1, G2) on the frame side is embodied (L1B) as a
pivotal drive mounting (34) to which the pivotal drive (10) is
fixed.
Inventors: |
Wiers; Andreas;
(Donauwoerth, DE) ; Suchy; Rainer; (Donauwoerth,
DE) ; Kunze; Steffen; (Feldkirchen-Westerham, DE)
; Sterr; Matthias; (Augsburg, DE) |
Correspondence
Address: |
DAVIDSON, DAVIDSON & KAPPEL, LLC
485 SEVENTH AVENUE, 14TH FLOOR
NEW YORK
NY
10018
US
|
Assignee: |
Eurocopter Deutschland GmbH
Industriestrasse 4
Donauwoerth
DE
86609
|
Family ID: |
32477585 |
Appl. No.: |
10/538432 |
Filed: |
December 5, 2003 |
PCT Filed: |
December 5, 2003 |
PCT NO: |
PCT/EP03/13752 |
371 Date: |
September 7, 2006 |
Current U.S.
Class: |
244/129.5 |
Current CPC
Class: |
B64C 1/143 20130101;
B64C 1/1407 20130101 |
Class at
Publication: |
244/129.5 |
International
Class: |
B64C 1/14 20060101
B64C001/14 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 11, 2002 |
DE |
102 58 105.3 |
Claims
1. An aircraft door arrangement, especially for an airplane,
comprising: door (2); a door frame (6); a support arm (8) with a
pivoting axis (AD) on the door side, on which the door (2) is
mounted so as to swivel, and with a pivoting axis (AF) on the frame
side, on which the support arm (8) is mounted so as to swivel on
the door frame (6), whereby at least the pivoting axis (AD) on the
door side is defined by two articulated joints (G1, G2) positioned
at a distance from each other in the vertical direction (Y) of the
support arm (8), of which articulated joints at least one (G1; G2)
articulated joint has two bearings (L1a, L1b, L2a, L2b) positioned
at a distance from each other in the vertical direction (Y); a
pivoting drive (10) that is arranged in the area of the support arm
(8) on the door side and that serves to swivel the door (2); and a
driven element (12; 14, 16) that is coupled to the pivoting drive
(10) and to the door (2) and that transmits an actuating movement
of the pivoting drive (10) to the door (2); characterized in that,
one (L1b) of the two bearings (L1a, L1b) of at least one (G1) of
the articulated joints (G1, G2) on the frame side is configured as
a pivoting drive mounting (34) (L1B) to which the pivoting drive
(10) is attached.
2. The aircraft door arrangement according to claim 1,
characterized in that relative to the vertical direction (Y) of the
support arm (8), the pivoting drive mounting (34) forms the lower
bearing (L1b, L1B) of the upper articulated joint (G1) of the two
articulated joints (G1, G2).
3. The aircraft door arrangement according to claim 1 or 2,
characterized in that, relative to the vertical direction (Y) of
the support arm (8), the pivoting drive mounting (34) forms the
upper bearing (L2a) of the lower articulated joint (G2) of the two
articulated joints (G1, G2).
4. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive mounting
(34) is a separate part that is detachably affixed to the support
arm (8) by means of attachment means (38).
5. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive mounting
(38) is configured integrally with the support arm (8).
6. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive mounting
(34) has a bearing section (46) that forms a bearing (L1b,
L1B).
7. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive mounting
(34) has a pivoting drive attachment section (40) extending
essentially vertically with respect to the pivoting axis (AD) on
the door side, whereby the section (40) can be connected to a front
section (44) of the pivoting drive (10).
8. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive (10) has
a support arm attachment section (36).
9. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive mounting
(34) has a driven axis (34) that is flush with the pivoting axis
(AD) of the support arm (8) on the door side.
10. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive mounting
(34) is arranged in the pivoting axis (AD) on the door side and
between the two articulated joints (G1, G2).
11. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the pivoting drive (10) has
a hollow driven shaft (54) into which a bearing pin (56) engages
non-rotatably and extends all the way through the first bearing
(L1a) and into the pivoting drive mounting (34), and the driven
element (12; 14, 16) is connected non-rotatably to the hinge pin
(46).
12. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the bearing element (60) of
the pivoting drive (10) attached to the pivoting drive mounting
forms a hinge site (L1B).
13. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that a driven shaft of the
pivoting drive (10) forms a hinge pin of the one articulated joint
(G1; G2) on which the pivoting drive mounting (34) is provided, and
the driven element (12; 14, 16) is rotatably connected to the
driven shaft that forms the hinge pin.
14. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the driven element (12; 14,
16) engages the support arm (8) between a bearing (L1a) and the
pivoting drive mounting (34).
15. The aircraft door arrangement according to one or more of the
preceding claims, characterized in that the door (2) is a passenger
door.
16-30. (canceled)
Description
TECHNICAL FIELD
[0001] The present invention relates to an aircraft door
arrangement, especially for an airplane and, in turn, especially
for an airplane with a pressurized cabin.
STATE OF THE ART
[0002] From various types of aircraft that have been in operation
for a long time, an aircraft door arrangement is known that
comprises a door, a door frame and a support arm 102, as depicted
in FIG. 5. This support arm 102 has a pivoting axis AD on the door
side, on which the door is mounted so as to swivel, and it has a
pivoting axis AF on the frame side, on which the support arm 102 is
mounted so as to swivel on the door frame. The pivoting axis AD on
the door side is defined by two articulated joints G1, G2
positioned at a distance from each other in the vertical direction
Y of the support arm, each articulated joint comprising two
bifurcated bearings L1a, L1b, L2a, L2b which are positioned at a
distance from each other in the vertical direction Y and which are
each formed by two eye plates. The door arrangement has a pivoting
drive 104 that serves to swivel the door. This pivoting drive 104
is configured as a linear actuator arranged laterally on the
support arm 102, said actuator extending essentially over the
entire width of the support arm 102. The left-hand side of the
actuator 104 in the drawing is attached to the support arm 102
while its right-hand side is attached to a moveable driven element
106. This driven element 106, in turn, is coupled to the door and
transmits an actuating movement of the actuator 104 to the door. As
can be seen in the drawing, this mode of construction calls for a
separate bearing arrangement 108 for the driven element 106, an
intermediate lever 110 and numerous other components, an approach
that has a detrimental effect on the overall weight of the door
structure. Moreover, due to the linear actuator 104, which is
installed laterally, the support arm 102 has to have a considerable
overall depth. Furthermore, this gives rise to long load paths. Due
to the described mode of construction, the support arm 102 is also
subject to a relatively high load stemming from the reaction forces
of the actuator 104. Consequently, the occurring forces have to be
absorbed by component areas that are dimensioned to be
correspondingly stronger which, in turn, increases the weight. This
prior-art door arrangement is quite complex and costly.
[0003] The applicant's not previously published document DE
10207033 discloses an aircraft door arrangement for an airplane as
shown in FIG. 6. According to the generic part of claim 1, this
aircraft door arrangement comprises the following: a door 2; a door
structure 4; a door frame 6; a support arm 8 with a pivoting axis
AD on the door side, on which the door 2 is mounted so as to
swivel, and a pivoting axis AF on the frame side, on which the
support arm 8 is mounted so as to swivel on the door frame 6,
whereby at least the pivoting axis AD on the door side is defined
by two articulated joints G1, G2 positioned at a distance from each
other in the vertical direction Y of the support arm 8, whereby at
least one of said articulated joints comprises two bearings
positioned at a distance from each other in the vertical direction
Y (see, in particular, FIG. 7); a pivoting drive 10 that is
arranged in the area of the support arm 8 on the door side and that
serves to swivel the door 2; and a driven element 12 that is
coupled to the pivoting drive 10 and to the door 2 and that
transmits an actuating movement of the pivoting drive 10 to the
door 2. On the side of the support arm 8, the driven element 12
encompasses a universal joint 14 arranged in the area of the upper
articulated joint G1 on the door side and an upper triangular arm
16 attached thereto and extending all the way to the door 2. A
universal joint and a lower triangular arm 18 are likewise provided
on the lower articulated joint G2 on the door side. The latter two
parts, however, are not driven.
[0004] In the locked state, the door is locked by means of locking
elements in the door frame 6 and it is laterally supported by means
of radial, that is to say, lateral, contact mountings 20 that serve
to provide the lateral guidance and that are present on the door 2
as well as on the door frame 6.
[0005] When the door 2 is opened and closed, a kinematic door
system determines the movements of the door 2 that occur relative
to the door frame structure or to the fuselage of the aircraft. In
a door arrangement according to DE 10207033, two drive lines, which
are uncoupled from each other, namely, a kinematic lifting system
and a kinematic swiveling system, are normally provided in the
kinematic door system.
[0006] The kinematic lifting system is needed during the opening
phase of the door 2 in order to lift the door 2 and to separate the
radial contact mountings 20 from each other. Said system also
comprises several shafts 22 which can be actuated manually, for
example, by a hand lever. The turning of the shafts 22 causes a
relative movement between the support arm 8 and the triangular arms
16, 18 to be generated by the parallelogram consisting of the "door
2--upper triangular arm 16--support arm 8--lower triangular arm
18--door 2", said movement ensuring that the door 2 is lifted.
During the lifting process, the door 2 is guided in a defined
manner in so-called guiding plates 24 on the fuselage side. During
a closing phase of the door 2, the kinematic lifting system
functions analogously in the opposite direction as a kinematic
lowering system. The kinematic swiveling system has the task of
swiveling the door 2 to the side after it has been lifted. The
kinematic swiveling system is actuated via the pivoting drive 10
(here, an electric actuator). The door 2 is swiveled open by means
of the parallelogram consisting of the "door 2--triangular arms 16,
18--support arm 8--door frame structure 6--control arm 26--door 2"
and it starts when the actuator 10 initiates a torque onto the
support arm 8. During a closing phase of the door 2, the door 2 is
swiveled closed analogously in the opposite direction.
[0007] FIG. 7, which shows a third, not previously published state
of the art, is an enlarged view of a partial area of a support arm
8 in the area of an upper articulated joint G1 on the door side.
The support arm 8 is structured in a similar manner to the support
arm of FIG. 6. Clearly visible in FIG. 7 are the two bearings L1a,
L1b which are positioned at a distance from each other in the
vertical direction and which are formed by two eye plates that
create a bifurcated hinge connection. The driven element 12 (here,
a universal joint 14 with the upper triangular arm 16) is arranged
between the two eye plates. A load-transmission means 28 of the
pivoting drive (not shown here) engages below the articulated joint
G1. This load-transmission means 28 is axially and non-rotatably
connected via a shaft 30 to a pivot pin 32 of the universal joint
14 that serves as a hinge pin. As can be seen in the drawing, the
load-transmission means 28 or its shaft 30 has to be mounted on and
held by at least one additional bearing Lx in addition to the
bearing L1b, which it also utilizes. In view of the large number of
bearings L1a, L1b, Lx needed and the height of the space required
for the load-transmission means 28 or its shaft 30, this causes the
support arm 8 to have a great overall height and results in a
complex arrangement of the pivoting drive, so that numerous
attachment points are needed for the pivoting drive. Moreover, this
likewise makes assembly and disassembly of the pivoting drive more
difficult. Furthermore, with such an arrangement, it is very
difficult or impossible to compensate for alignment flaws of the
pivoting drive and other components that lie in the vicinity of the
load or torque transmission path of the pivoting drive, in other
words, separate balancing devices have to be installed. This not
only results in a complex structure, but also in an increased
weight of the door construction and has a detrimental effect on
both the function and the service life of the pivoting drive.
[0008] Moreover, aircraft door arrangements generally entail the
problem that the doors are subject to high stress caused by
external loads such as, for instance, wind loads, blocking of the
door and the like. These external loads exert particular stress on
the bearings of the support arm on the door side, they deform the
support arm and give rise to considerable stresses, distortion and
bending of the pivoting drive, especially of its driven member,
which likewise has a detrimental effect on the function and service
life of the pivoting drive. In case of damage or wear and tear of
the door attachment elements, of the support arm or of the bearings
of the pivoting drive in prior-art aircraft door arrangements, it
is hardly possible to repair the support arm. As a consequence, it
is usually necessary to replace the entire support arm, which
increases the repair or maintenance costs.
Presentation of the Invention
[0009] The invention is based on the objective or technical problem
of creating a simple and effective aircraft door arrangement that
avoids, to the greatest extent possible, the above-mentioned
drawbacks associated with the state of the art.
[0010] This objective is achieved with a door arrangement having
the features of claim 1.
[0011] The aircraft door arrangement according to the invention,
especially for an airplane, comprises the following: a door; a door
frame; a support arm with a pivoting axis on the door side, on
which the door is mounted so as to swivel, and a pivoting axis on
the frame side, on which the support arm is mounted so as to swivel
on the door frame, whereby at least the pivoting axis on the door
side is defined by two articulated joints positioned at a distance
from each other in the vertical direction of the support arm,
whereby at least one of said articulated joints has two bearings
positioned at a distance from each other; a pivoting drive that is
arranged in the area of the support arm on the door side and that
serves to swivel the door; and a driven element that is coupled to
the pivoting drive and to the door and that transmits an actuating
movement of the pivoting drive to the door. The aircraft door
arrangement according to the invention is characterized in that one
of the two bearings of at least one of the articulated joints on
the frame side (or else of both articulated joints) is configured
as a pivoting drive mounting to which the pivoting drive is
attached.
[0012] In other words, one bearing has been replaced by the
pivoting drive mounting. The articulated joint in question is now
formed by the pivoting drive mounting (or by the components
attached to this mounting) and by the other bearing of this
articulated joint. As a result, the pivoting drive can only be
attached and mounted on bearings in one single place, namely, on
the pivoting drive mounting, and consequently it can be installed
in the immediate vicinity of an articulated joint and of the driven
element. This translates into short and clear-cut load paths or
load flows. Therefore, the pivoting drive mounting, which
concurrently effectuates the bearing and attachment of the pivoting
drive, mechanically introduces the reaction forces of the pivoting
drive that occur during operation into the support arm in a very
favorable manner.
[0013] Moreover, a simple, detachable attachment of the pivoting
drive to the pivoting drive mounting (for example, by means of
fitting pins, fitting bolts and the like) is possible. The direct
attachment or suspension of the pivoting drive on the pivoting
drive mounting--which, in a manner of speaking, is a bearing itself
and is thus in the immediate vicinity of an articulated joint
site--also allows a simple and effective alignment of the pivoting
drive and thus a simple compensation for alignment flaws without
additional, complex and heavy balancing devices. The pivoting
drive, especially its driven member, can be aligned or centered
directly on the pivoting drive mounting.
[0014] As a result of incorporating the pivoting drive in the
immediate vicinity of an articulated joint or of a bearing of this
articulated joint, no distortion or bending of the pivoting drive
or of its driven member occurs when the door and the bearings of
the support arm on the door side are subjected to an external load.
Rather, when the support arm or the bearings are deformed, the
pivoting drive can follow these movements load-free due to the fact
that it is directly coupled or connected to the pivoting drive
mounting. This makes a major contribution to improving the function
and service life of the pivoting drive and thus to greater
operating safety of the entire aircraft door arrangement.
[0015] Owing to the replacement of one bearing of the particular
articulated joint by the pivoting drive mounting, which itself or
whose components assume a bearing function, and owing to the direct
connection of the pivoting drive to this mounting, the overall
space required for this part of the kinematic door system can be
reduced or the space present in a support arm construction,
especially the available height, can be better utilized and can
serve for the integration of the pivoting drive into the support
arm structure. In comparison to prior-art door arrangements, in
which the pivoting drive extends laterally on the support arm, the
door arrangement according to the invention can be constructed so
as to be much narrower or thinner. As can be seen, for example, in
a comparison with FIG. 7, in the case of the solution according to
the invention, it is possible to dispense with the additional
bearings that have been needed so far for the separate
load-transmission means of a conventional pivoting drive.
[0016] Reducing the required space also allows excellent
accessibility to the pivoting drive. If necessary, the pivoting
drive can be easily detached from or attached to the pivoting drive
mounting, which renders the assembly and disassembly work quick and
easy. In this context, there is no need to disassemble the entire
door. In case of damage or wear and tear of the attachment or
bearing of the pivoting drive, the ease with which the pivoting
drive mounting can be replaced means that it is likewise not
necessary to replace the entire support arm. On the contrary, in
many cases, it will be sufficient to merely replace the pivoting
drive mounting. This is also advantageous when it comes to
repairing the support arm. In this manner, maintenance and repair
work can be simplified and costs for repair and maintenance can be
cut.
[0017] Furthermore, in comparison to conventional constructions,
the aircraft door arrangement according to the invention also
drastically reduces the number of components needed for the door
opening and closing functions which, in turn, lowers the weight and
contributes to a lightweight construction.
[0018] The above-mentioned advantages are made possible
particularly by the pivoting drive mounting, by its special
arrangement and by its multiple functions.
[0019] Other preferred and advantageous embodiment features of the
aircraft door arrangement according to the invention are the
subject matter of the subordinate claims.
[0020] A preferred embodiment of the invention with additional
configuration details and other advantages will be described and
explained in greater depth below with reference to the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The following is shown:
[0022] FIG. 1--a schematic perspective view of an essential
component, that is to say, a support arm, of an aircraft door
arrangement according to the invention;
[0023] FIG. 2--an enlarged, perspective detailed view of the
right-hand, upper area of the image from FIG. 1;
[0024] FIG. 3--a schematic sectional view along the line III-III of
FIG. 1 for purposes of illustrating a first articulated joint
variant of a support arm realized with a pivoting drive
mounting;
[0025] FIG. 4--a sectional view analogous to FIG. 3 for purposes of
illustrating a second articulated joint variant of a support arm
realized with a pivoting drive mounting;
[0026] FIG. 5--a schematic perspective view of an aircraft door
arrangement according to a first state of the art;
[0027] FIG. 6--a schematic perspective view of an aircraft door
arrangement according to a second, not previously published state
of the art, and
[0028] FIG. 7--a support arm of an aircraft door arrangement
according to a third, not previously published state of the
art.
PRESENTATION OF A PREFERRED EMBODIMENT
[0029] For purposes of avoiding duplications in the description
that follows as well as in the figures, parts and components that
are the same will be designated with the same reference numerals
insofar as no further differentiation is necessary.
[0030] An aircraft door arrangement according to the invention
(here, for an airplane with a pressurized cabin), in the present
embodiment, like in the state of the art according to FIG. 6
(corresponding reference numerals are employed), comprises an
airplane door 2 designed as a passenger door, with a door structure
4 and a door frame 6 that is formed by a frame structure of the
fuselage. Moreover, the door arrangement comprises a support arm 8
that is preferably made of fiber composite material (for instance,
carbon fiber reinforced plastic--CRP), of an aluminum alloy or of
another suitable material or material combination. The support arm
8 has a pivoting axis AD on the door side, on which the door 2 is
mounted so as to swivel laterally, while it has a pivoting axis AF
on the frame side, on which the support arm 8 is mounted so as to
swivel on the door frame 6. In an area of the support arm 8 on the
door side, there is a pivoting drive 10 that serves to swivel the
door 2. In the present case, this pivoting drive 10 is an
electromechanical rotary actuator. The invention, however, is not
restricted exclusively to this type of pivoting drive. Depending on
the application case, other suitable pivoting drives such as, for
example, hydraulic or pneumatic actuators, can also be used.
[0031] FIG. 1 shows a schematic perspective view of an essential
component, that is to say, the support arm 8 of an aircraft door
arrangement according to the invention equipped with the pivoting
drive 10. As can be seen in this drawing, the pivoting axis AF of
the support arm 8 on the frame side, that is to say, the pivoting
axis AF belonging to the door frame, is defined by two bifurcated
articulated joints G3, G4 positioned at a distance from each other
in the vertical direction Y of the support arm 8. Each articulated
joint G3, G4 has two bearings L3a, L3b, L4a, L4b that are
positioned at a distance from each other in the vertical direction
Y. Each of these bearings L3a, L3b, L4a, L4b is formed by an eye
plate.
[0032] The pivoting axis AD of the support arm 8 on the door side,
that is to say, the pivoting axis AD belonging to the door 2, is
defined by two articulated joints G1, G2 positioned at a distance
from each other in the vertical direction Y of the support arm 8.
The lower articulated joint G2 is designed similarly to the
articulated joints G3 and G4, in other words, it is bifurcated and
has two bearings L2a, L2b at a distance from each other in the
vertical direction Y, which are each formed by an eye plate.
[0033] In contrast, the upper articulated joint G1 likewise has two
bearings at a distance from each other in the vertical direction Y,
but this articulated joint construction is designed fundamentally
differently from the articulated joints G2, G3 and G4. To be more
precise, one (here, L1B) of the two bearings L1a, L1B of the upper
articulated joint G1 on the frame side is configured as a pivoting
drive mounting 34 to which the pivoting drive 10 is attached. As
can be seen in FIG. 1, the pivoting drive mounting 34 (or else
components or areas thereof)--relative to vertical direction Y of
the support arm--now forms the lower bearing L1B of the upper
articulated joint (G1) of the two articulated joints G1, G2 on the
door side.
[0034] It should be mentioned at this juncture that, depending on
the design and positioning of the support arm 10 and on the
requisite arrangement of the pivoting drive 10, the pivoting drive
mounting 34--relative to vertical direction Y of the support arm
8--can, of course, also form the upper bearing L2a of the lower
articulated joint (G2) of the two articulated joints G1, G2.
[0035] Moreover, as set forth in the invention, a construction can
be realized, for example, with two pivoting drives, in which there
are two pivoting drive mountings, namely, one on articulated joint
G1 and the other on articulated joint G2, according to the
arrangement described in the last and next-to-last paragraphs.
[0036] The pivoting drive mounting 34 is preferably designed as an
integral component (made, for instance, of aluminum alloy or
titanium alloy, fiber composite material or the like) although, as
a matter of principle, it can also be configured as a differential
part. If the pivoting drive mounting 34 is positioned sufficiently
precisely on the support arm 8, then said mounting can already be
prepared or completely pre-assembled or else it can be reworked
once it has been installed, that is to say, on the support arm 8,
in order to achieve a precise alignment and positioning of the
pivoting drive 10.
[0037] FIG. 2, which is an enlarged, perspective detailed view of
the right-hand, upper area of the image from FIG. 1, shows
additional details of the door arrangement according to the
invention in the area of the articulated joint G1 of the support
arm 8. In this example, the pivoting drive mounting 34 is
configured as a separate part and it has a support arm attachment
section 36 which, in this case, is designed so as to be bifurcated
or claw-like and it also grasps two sides on the free edge of the
support arm 8. Here, the inner surfaces of the bifurcated areas of
the support arm attachment section 36 form contact surfaces that
lie against the corresponding side surfaces of the support arm 8.
The pivoting drive mounting 34 is detachably affixed to the support
arm 8 by means of suitable attachment means 38. These attachment
means 38 are screw bolts, fitting bolts and the like.
[0038] Moreover, the pivoting drive mounting 34 has a plate-like
pivoting drive attachment section 40 (hereinafter referred to as
baseplate 40) extending essentially vertically (and thus
approximately in an X-Z plane) with respect to the pivoting axis AD
on the door side, whereby said baseplate 40 has a passage opening
42 and can be connected to a front section or flange 44 of the
pivoting drive 10. Express mention is hereby made of the fact that
the invention is not restricted to this concrete embodiment of the
pivoting drive attachment section 40. It goes without saying that
the pivoting drive attachment section 40 can also be designed or
shaped differently so as to be adapted to the particular type of
pivoting drive used and to its adapter means. As can be seen in
FIG. 2, the baseplate 40 laterally makes a transition to the
support arm attachment section 36 or ends in the appertaining
bifurcated areas of the support arm attachment section 36.
[0039] Above the baseplate 40 and at a distance thereto, the
pivoting drive mounting 34 has a bearing section 46 (hereinafter
referred to as bearing plate 46) with a bore and at least one
bearing element 48 arranged in this bore (see FIG. 3), thus forming
the bearing LIB of the articulated joint G1. According to the
depiction in FIG. 2, the bearing plate 46 makes a transition to the
support arm attachment section 36 on the left-hand side. Moreover,
the bearing plate 46 is connected to the baseplate 40 by means of
several ribs 50. The mode of construction described above
essentially achieves lightweight construction and thus a low weight
of the pivoting drive mounting 34. As a matter of principle,
however, the pivoting drive mounting 34 can also be configured, for
instance, with uninterrupted material transitions leading from the
baseplate 40 to the bearing plate 46 and to the support arm
attachment section 36 and the like, for example, in the form of a
continuous connecting wall between the above-mentioned elements.
Other, more massive modes of construction are likewise
conceivable.
[0040] It can also be seen in FIG. 2 that the pivoting drive 10,
via its front flange 44, is placed on the baseplate 40 from below
and attached to said baseplate 40 in a detachable manner by means
of attachment means 52 such as, for example, a screw-in connection
or fitting pins and/or fitting bolts and the like. Here, an upper
flange surface of the pivoting drive 10 is in contact with a lower
contact surface of the baseplate 40. The contact reaction that
occurs during operation due to the driving torque of the pivoting
drive 10 is introduced in a positive manner into the pivoting drive
mounting 34 via the attachment means 52 (or parts thereof), said
mounting 34 then transmitting these forces to the support arm 8.
However, a force transmission from the pivoting drive 10 to the
pivoting drive mounting 34 can fundamentally also be achieved in a
non-positive manner.
[0041] With the door arrangement according to the invention as
shown in this embodiment, the pivoting drive 10 is arranged in the
pivoting axis AD on the door side and between the two articulated
joints G1 and G2. In this context, the pivoting axis AD on the door
side runs right through the pivoting drive 10. Moreover, the
pivoting drive 10 is arranged so as to be centered relative to the
pivoting axis AD on the door side, so that the driven axis of the
pivoting drive 10 is flush with the pivoting axis AD of the support
arm 8 on the door side. The pivoting drive 10 or its driven axis
can be aligned in a precisely flush manner in the mounted state of
the pivoting drive 10, for example, by changing the position of the
pivoting drive mounting 34 on the side of the support arm
attachment section 36. Once in a suitable position, the support arm
attachment section 36 can then be securely connected to the support
arm 8. For this purpose, appropriate adjustment means can be
provided on the support arm attachment section 36, on the support
arm 8 itself or on the attachment means 38. If, in contrast, the
support arm attachment section 36 is already attached in its final
position on the support arm 8, then the position of the pivoting
drive 10 can be adjusted and secured, for instance, by means of the
baseplate 40 and/or the flange 44. Appropriate adjustment means can
be provided here as well.
[0042] As can be seen especially clearly in FIGS. 1 and 2, between
the upper bearing L1a and the pivoting drive mounting 34, a driven
element 12 engages the support arm 8 and its pivoting drive 10.
This driven element 12, which is directly or indirectly coupled on
one side to the pivoting drive 10 and on the other side to the door
2, transmits the actuating or rotating movement of the pivoting
drive 10 to the door. On the side of the support arm 8, the driven
element 12 encompasses, for example, a universal joint 14 and an
upper arm attached thereto, particularly an upper triangular arm
16, which extends all the way to the door. A corresponding
universal joint as well as a lower arm or triangular arm are also
to be found, although in a non-driven embodiment, on the lower
articulated joint G2 of the support arm 8 on the door side.
[0043] FIG. 3, which depicts a schematic sectional view along the
line III-III of FIG. 1, shows further details of this construction
for purposes of illustrating a first articulated joint variant
realized with a pivoting drive mounting 34. For the sake of
clarity, the ribs 50 are not shown in FIG. 3.
[0044] As indicated in FIG. 3, the pivoting drive 10 has a hollow
driven shaft 54 into which a bearing pin or hinge pin 56 engages
non-rotatably with a first lower pin area. The hinge pin 56 extends
flush with the pivoting axis AD on the door side all the way
through the first bearing L1a and into the pivoting drive mounting
34 and through its bearing plate 46 and bearing element 48 into the
hollow driven shaft 54. In a first upper area, the hinge pin 56 is
non-rotatably connected to the universal joint 14 (as part of the
driven element 12), as a result of which the transmission of force
and torque from the pivoting drive 10 to the door is ensured. In a
second lower area, that is to say, above the hollow driven shaft
54, the hinge pin 56 is mounted radially in the bearing element 48
of the bearing plate 46 and, in a second upper area, in other
words, above the universal joint 14, it is mounted radially in the
eye plate of the bearing L1a. An axial safety mechanism is
advantageously provided for the hinge pin 56.
[0045] This mode of construction allows a particularly simple and
effective assembly and disassembly of the pivoting drive 10. As is
evident from the drawing, after the connection (attachment means
38) to the baseplate 40 has been detached, in order to be
completely disassembled, the pivoting drive 10 only has to be
pulled downwards for a short distance that actually corresponds to
the length HW of the hollow driven shaft 54 that protrudes over the
front of the flange 44. As a result, the requisite height H
(H>HW) of the free space beneath the pivoting drive 10 is very
small, which is an extremely advantageous aspect.
[0046] FIG. 4 shows a sectional view analogous to FIG. 3 for
purposes of illustrating a second articulated joint variant of the
support arm 8 realized with the pivoting drive mounting 34. This
embodiment dispenses with the bearing plate 46 and with the bearing
element 48 of the pivoting drive mounting 34 of FIG. 3. Instead,
the hinge pin 56 engages directly into the hollow driven shaft 54
via a radial centering fitting 58 and said hinge pin 56 rests
radially on said driven shaft 54. Moreover, for the transmission of
the torque, the hinge pin rests tangentially via its outer teeth on
corresponding inner teeth of the hollow driven shaft 54. As
indicated in the drawing, for example, a radial bearing 60 of the
pivoting drive 10 itself can take over the function of the second
bearing L1B of the articulated joint G1.
[0047] Additional embodiment features of the door arrangement
according to the invention can be configured, for instance, as
shown and described in conjunction with the prior-art door
arrangement depicted in FIG. 6.
[0048] The invention is not restricted to the above-mentioned
embodiment, which serves only to provide a general explanation of
the core idea of the invention. Rather, within the framework of the
protective scope, the aircraft door arrangement according to the
invention can assume numerous embodiments other than the concrete
one described above. Even though, in the above-mentioned
embodiment, the pivoting drive mounting is configured as a separate
part, the pivoting drive mounting can fundamentally also be
configured integrally with the swiveling arm. It is also possible
for the driven axis of the pivoting drive to run laterally to the
hinge axis of the support arm on the door side. This is the case,
for example, when the driven axis is not connected directly to the
bearing pin or to the driven element but rather via at least
another driving member that is inserted laterally.
[0049] The function of the hinge pin described in the embodiment
above, which is non-rotatably connected to the driven element, can
also be taken over by a driven shaft of the pivoting drive.
Therefore, when it comes to the articulated joint of the support
arm on which the pivoting drive mounting is provided, the driven
shaft of the pivoting drive/actuator is part of the articulated
joint mechanism and defines a partial section of the pivoting axis
AD on the door side. The articulated joints (or parts thereof) of
the support arm do not necessarily have to be bifurcated or have a
design involving an eye plate. Particularly the articulated joints
G2, G3 and G4 can be realized through other suitable articulated
joint or bearing means such as, for instance, ball-and-socket
joints, hinges, linkage rods and the like as well as by mixed forms
thereof.
[0050] The embodiment and arrangement according to the invention of
the pivoting drive mounting can also be employed on the articulated
joints of the pivoting axis of the support arm on the frame side if
the pivoting drive is arranged on the pivoting axis on the frame
side. Moreover, based on the principle according to the invention,
aircraft door arrangements can be realized in which the door does
not swivel to the side but rather, for instance, upwards or
downwards, for example, around a horizontal axis, in the manner of
a gull-wing door.
[0051] The reference numerals in the claims, in the description and
in the drawings serve merely for purposes of better elucidation of
the invention and should not be construed as limiting the scope of
protection.
LIST OF REFERENCE NUMERALS
[0052] The Numerals Stand for the Following: [0053] 2 door [0054] 4
door structure [0055] 6 door frame [0056] 8 support arm [0057] 10
pivoting drive [0058] 12 driven element [0059] 14 universal joint
of 12 [0060] 16 upper triangular arm [0061] 18 lower triangular arm
[0062] 20 contact mountings [0063] 22 shafts [0064] 24 guiding
plates [0065] 26 control arm [0066] 28 force transmission means
[0067] 30 shaft of 28 [0068] 32 pivot pin of 14 [0069] 34 pivoting
drive mounting [0070] 36 support arm attachment section of 34
[0071] 38 attachment means [0072] 40 pivoting drive attachment
section/baseplate of 34 [0073] 42 passage opening in 40 [0074] 44
front section/flange of 10 [0075] 46 bearing section/bearing plate
of 34 [0076] 48 bearing element in 46 [0077] 50 ribs [0078] 52
attachment means [0079] 54 hollow driven shaft of 1O [0080] 56
hinge pin [0081] 58 centering fitting [0082] 60 radial bearing of
10 [0083] 102 support arm [0084] 104 pivoting drive/actuator [0085]
106 driven element [0086] 108 bearing arrangement for 106 [0087]
110 intermediate lever [0088] AD pivoting axis on the door side
[0089] AF pivoting axis on the frame side [0090] G1 articulated
joint of 8 on the door side [0091] G2 articulated joint of 8 on the
door side [0092] G3 articulated joint of 8 on the frame side [0093]
G4 articulated joint of 8 on the frame side [0094] H necessary
height for assembly/disassembly of 10 [0095] HW outer length of 54
in the Y direction [0096] L1a bearing [0097] L1b bearing [0098] L2a
bearing [0099] L2b bearing [0100] L3a bearing [0101] L3b bearing
[0102] L4a bearing [0103] L4b bearing [0104] Lx additional bearing
for 106 [0105] L1B bearing, formed by 34 [0106] X width direction
[0107] Y height direction [0108] Z depth direction
* * * * *